JPH03276843A - Absorber of impact energy to body side - Google Patents
Absorber of impact energy to body sideInfo
- Publication number
- JPH03276843A JPH03276843A JP2074792A JP7479290A JPH03276843A JP H03276843 A JPH03276843 A JP H03276843A JP 2074792 A JP2074792 A JP 2074792A JP 7479290 A JP7479290 A JP 7479290A JP H03276843 A JPH03276843 A JP H03276843A
- Authority
- JP
- Japan
- Prior art keywords
- airbag
- collision
- impact
- occupant
- door
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 239000006096 absorbing agent Substances 0.000 title 1
- 238000001514 detection method Methods 0.000 claims description 21
- 238000010521 absorption reaction Methods 0.000 claims description 4
- 239000007789 gas Substances 0.000 description 32
- 239000003795 chemical substances by application Substances 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 238000012986 modification Methods 0.000 description 3
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 2
- 230000004913 activation Effects 0.000 description 2
- 230000000903 blocking effect Effects 0.000 description 2
- 229910052799 carbon Inorganic materials 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 2
- 238000005192 partition Methods 0.000 description 2
- 230000003014 reinforcing effect Effects 0.000 description 2
- 230000035945 sensitivity Effects 0.000 description 2
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 1
- ATJFFYVFTNAWJD-UHFFFAOYSA-N Tin Chemical compound [Sn] ATJFFYVFTNAWJD-UHFFFAOYSA-N 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 230000004308 accommodation Effects 0.000 description 1
- 238000010000 carbonizing Methods 0.000 description 1
- 238000005255 carburizing Methods 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 229910001873 dinitrogen Inorganic materials 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 239000003623 enhancer Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 238000013022 venting Methods 0.000 description 1
Landscapes
- Passenger Equipment (AREA)
- Air Bags (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、車体側部への衝突エネルギ吸収装置に関し、
特に車体と乗員との間に膨張展開するエアバッグにより
側面衝突時における衝突エネルギを吸収するようにした
ものに関する。[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a device for absorbing collision energy to the side of a vehicle body.
In particular, it relates to an airbag that is inflated and deployed between a vehicle body and an occupant to absorb collision energy during a side collision.
従来から、自動車用のエアバッグ装置として、ステアリ
ングハンドルから或いは助手席側インストルメントパネ
ルから膨張展開するエアバッグを介して、正面衝突時に
おける乗員に加わる慣性力を緩衝し、ステアリングハン
ドルやインストルメントパネルなどへの乗員の２次衝突
を防止するようにしたものが各種提案され実用化されて
いる。Traditionally, airbag devices for automobiles have been used to buffer the inertial force applied to occupants during a frontal collision through an airbag that inflates and deploys from the steering wheel or passenger side instrument panel. A variety of devices have been proposed and put into practical use to prevent secondary collisions of occupants with vehicles such as vehicles.
上記エアバッグ装置としては、車体に組付けられた衝突
検出センサからの出力信号に基いて発火装置（イグナイ
タ）を作動させ、ガス発生器（インフレータ）から発生
する窒素ガスの圧力によりエアハングを瞬時に膨張展開
させるようにした固体式のエアバッグ装置が広く採用さ
れている。The above airbag device operates an igniter based on an output signal from a collision detection sensor installed in the vehicle body, and instantly removes the air hang using the pressure of nitrogen gas generated from a gas generator (inflator). Solid-state airbag devices that are inflated and deployed are widely used.
通常、上記エアハングには比較的大きなガス抜き用の複
数のヘントホールが形成され、衝突時には膨張展開した
エアバッグ内のガスをヘントホールから排出しつつ乗員
を受は止めて、乗員に加わる慣性力を効果的に緩衝する
ように構成されている。また、発火装置の作動タイミン
グやガス発生器からのガス発生速度は、フル展開したエ
アハングで乗員を受は止め得るように、衝突後乗員がス
テアリングハンドルやインストルメントパネルなどと２
次衝突するまでの移動時間を考慮した所定の値に設定さ
れている。Normally, multiple relatively large hent holes are formed in the air hang for venting gas, and in the event of a collision, the gas in the inflated and deployed airbag is exhausted from the hent holes while blocking the occupant, effectively reducing the inertial force applied to the occupant. It is designed to provide a buffer. In addition, the activation timing of the ignition device and the gas generation speed from the gas generator are adjusted so that the fully deployed air hang can prevent the occupant from being hit by the steering wheel, instrument panel, etc. after a collision.
It is set to a predetermined value that takes into account the travel time until the next collision.
一方、最近では、側面衝突時における乗員保護のため、
例えば特開平１−１１７９５７号公報に記載されている
ように、ドアのアームレスト内に発火装置とガス発生器
とエアバッグ等からなるエアバッグユニットを組付け、
ドアやサイドシル内に衝突検出センサを設け、側面衝突
時には乗員がドアに接触する直前にエアハングがフル展
開するように所定のタイミングで発火装置を作動させ、
フル展開したエアハングで車室内に侵入したドアからの
衝撃を吸収して乗員とドアとの２次衝突を防止するよう
にしたエアバッグ装置も提案されている。On the other hand, recently, in order to protect occupants in the event of a side collision,
For example, as described in Japanese Patent Application Laid-Open No. 1-117957, an airbag unit consisting of an ignition device, a gas generator, an airbag, etc. is assembled in the armrest of the door,
Collision detection sensors are installed in the doors and side sills, and in the event of a side collision, the ignition device is activated at a predetermined timing so that the air hang is fully deployed just before the occupant makes contact with the door.
An airbag device has also been proposed in which a fully deployed air hang absorbs the impact from the door entering the vehicle interior, thereby preventing a secondary collision between the occupant and the door.
通常、上記側面衝突用のエアバッグは、側面衝突時にお
いて乗員が短時間でドアと２次衝突する関係上、短時間
でフル展開するように比較的小容量に構成されている。Normally, the airbag for side collisions is configured to have a relatively small capacity so that it can be fully deployed in a short time because the occupant will have a secondary collision with the door in a short time in the event of a side collision.
［発明が解決しようとする課題］
ところで、側面衝突時における車体への衝撃が大きい場
合には、エアバッグに受は止められた側面衝突側の乗員
が、更に側面衝突側とは反対側（以下、反側面衝突側）
へ飛ばされて反側面衝突側のドアと３次衝突することが
ある。[Problems to be Solved by the Invention] By the way, if the impact on the vehicle body during a side collision is large, the occupant on the side collision side who is stopped by the airbag may move further to the side opposite to the side collision side (hereinafter referred to as , opposite side collision side)
This may result in a third collision with the door on the opposite side of the collision.
ところが、側面衝突用のエアハングは、比較的小容量に
構成されドアの１部を覆うだけなので、反側面衝突側の
ドアと乗員との３次衝突が起ることも考えられる。しか
も、上記公報に記載されているように、エアバッグの展
開タイミングは２次衝突を考慮した所定の値に設定され
ているので、乗員が側面衝突側のドアから反側面衝突側
へ移動している間にヘントホールからガスが抜けてエア
バンクが収縮し、エアバッグの３次衝突に対する衝撃吸
収能力が低下する。However, since the air hang for side collisions has a relatively small capacity and only covers a portion of the door, it is possible that a tertiary collision between the door and the occupant on the opposite side collision side may occur. Furthermore, as stated in the above publication, the airbag deployment timing is set to a predetermined value that takes secondary collisions into consideration, so if the occupant moves from the door on the side collision side to the opposite side collision side, During this time, gas escapes from the hent hole and the air bank contracts, reducing the air bag's ability to absorb shock in a tertiary collision.
本発明の目的は、側面衝突時おける乗員と車体との３次
衝突を効果的に防止し得る車体側部への衝突エネルギ吸
収装置を提供することである。SUMMARY OF THE INVENTION An object of the present invention is to provide a device for absorbing collision energy on the side of a vehicle body, which can effectively prevent a tertiary collision between an occupant and the vehicle body in a side collision.
（課題を解決するための手段］
第１請求項に係る車体側部への衝突エネルギ吸収装置は
、側面衝突時に車体内側壁と乗員との間に膨張展開する
第１エアバッグ展開状態と第１エアバッグ展開状態より
も大きい第２エアバッグ展開状態とを取り得るエアバッ
グを備えた左右１対の測深用エアバッグユニットと、車
体の左側及び右側への側面衝突を検知する衝撃検知セン
サと、上記衝撃検知センサの出力を受けて少なくとも側
面衝突側のエアバッグを第１エアハング展開状態にまた
側面衝突側と反対側のエアバッグを第２エアバッグ展開
状態にする展開制御手段とを備えたものである。(Means for Solving the Problems) The device for absorbing collision energy to the side of a vehicle body according to the first claim provides a first airbag deployment state in which the airbag is inflated and deployed between the inside wall of the vehicle body and an occupant at the time of a side collision; a pair of left and right sounding airbag units equipped with airbags that can take a second airbag deployment state that is larger than the airbag deployment state; and an impact detection sensor that detects a side impact to the left and right sides of the vehicle body; Deployment control means for receiving the output of the impact detection sensor and placing at least the airbag on the side collision side in a first air hang deployment state and the airbag on the side opposite to the side collision side in a second airbag deployment state. It is.
第２請求項に係る車体側部への衝突上ぶルギ吸収装置は
、第１請求項に記載の車体側部への衝突エネルギ吸収装
置において、上記展開制御手段に第２エアバッグ展開状
態の展開タイミングを第１エアバッグ展開状態の展開タ
イミングよりも所定時間遅延させる遅延手段を設けたも
のである。A collision energy absorption device for a side portion of a vehicle body according to a second aspect of the present invention is a collision energy absorption device for a side portion of a vehicle body according to a first aspect of the invention, wherein the deployment control means is configured to deploy a second airbag in a deployed state. A delay means is provided for delaying the deployment timing by a predetermined period of time from the deployment timing of the first airbag deployment state.
（作用〕
第１請求項に係る車体側部への衝突エネルギ吸収装置に
おいては、車体内側壁と乗員との間に膨張展開する第１
エアバッグ展開状態と第１エアバッグ展開状態よりも大
きい第２エアバッグ展開状態とを取り得るエアバッグを
備えた左右１対の側突用エアバッグユニットが設けられ
、側面衝突時に展開制御手段が、車体の左側及び右側へ
の側面衝突を検知する衝撃検知センサからの出力を受け
て、少なくとも側面衝突側のエアバッグを第１エアバッ
グ展開状態にまた側面衝突側と反対側のエアバッグを第
２エアバッグ展開状態にするので、乗員と側面衝突側の
車体内側壁との２次衝突を、乗員が車体内側壁に接触す
るまでにフル展開した標準的なサイズの第１エアハング
展開状態のエアバッグで効果的に防止出来るとともに、
側面衝突時の衝撃が大きくて乗員が反対側へ飛ばされた
としても、第１エアバッグ展開状態よりも大きな第２エ
アバッグ展開状態のエアバッグで反対側の車体内側壁を
略完全に覆って、乗員と車体内側壁との３衝突を確実に
防止することが出来る。(Function) In the vehicle body side collision energy absorption device according to the first claim, the first
A pair of left and right side impact airbag units each having an airbag that can take an airbag deployment state and a second airbag deployment state larger than the first airbag deployment state are provided, and a deployment control means is provided in the event of a side collision. , in response to outputs from impact detection sensors that detect side collisions to the left and right sides of the vehicle body, at least the airbag on the side collision side is placed in the first airbag deployment state, and the airbag on the side opposite to the side collision side is placed in the first airbag deployment state. Since the second airbag is in the deployed state, the secondary collision between the occupant and the inside wall of the vehicle body on the side impact side can be prevented by using the standard size first airbag that is fully deployed by the time the occupant comes into contact with the inside wall of the vehicle body. It can be effectively prevented with a bag, and
Even if the impact during a side collision is large and the occupants are blown to the opposite side, the second airbag, which is larger than the first airbag when deployed, almost completely covers the inside wall of the vehicle on the opposite side. , three collisions between the occupant and the inner wall of the vehicle body can be reliably prevented.
第２請求項に係る車体側部への衝撃エネルギ吸収装置に
おいては、第１請求項と同様の作用が得られる。加えて
、展開制御手段に設けられた遅延手段により、第２エア
バッグ展開状態の展開タイミングが第１エアバッグ展開
状態の展開タイミングよりも所定時間遅延されるので、
乗員が側面衝突側の車体内側壁から反側面衝突側の車体
内側壁付近まで移動する移動時間だけ遅らせて、乗員が
車体内側壁に接触する直前に第２エアバ・ノブ展開状態
にフル展開させることが可能となり、フル展開した大き
なエアバッグで乗員を受は止めて車体内側壁への３次衝
突を効果的に防止することが出来る。In the device for absorbing impact energy to the side of the vehicle body according to the second aspect, the same effect as in the first aspect can be obtained. In addition, the delay means provided in the deployment control means delays the deployment timing of the second airbag deployment state by a predetermined period of time compared to the deployment timing of the first airbag deployment state.
To fully deploy the second airbag knob immediately before the occupant contacts the inner side wall of the vehicle body by delaying the travel time for the occupant from the inner side wall of the vehicle body on the side of the side collision side to the vicinity of the inner side wall of the vehicle body on the opposite side collision side. This makes it possible to effectively prevent a third collision with the inside wall of the vehicle by blocking the occupant with a fully deployed large airbag.
第１請求項に係る車体側部への衝突エネルギ吸収装置に
よれば、上記〔作用］の項で詳述したように、第１エア
バッグ展開状態と第１エアバッグ展開状態よりも大きな
第２エアバッグ展開状態とを取り得るエアバッグを備え
た左右１対の側突用エアバッグユニットを設けるととも
に、側面衝突時に側面衝突側のエアバッグを第１エアバ
ッグ展開状態にまた側面衝突側と反対側のエアバッグを
第２エアバッグ展開状態にする展開制御手段を設けであ
るので、第１エアバッグ展開状態のエアバッグにより乗
員と側面衝突側の車体内側壁との２次衝突を防止出来る
とともに、側面衝突時の衝撃が大きくて乗員が反対側へ
飛ばされたとしても、大きな第２エアバッグ展開状態の
エアハングで側面衝突側とは反対側の車体内側壁を略完
全に覆って、乗員と車体内側壁との３次衝突を確実に防
止することが出来、側面衝突に対する安全性を向上させ
ることが出来る。According to the collision energy absorbing device for the side of the vehicle body according to the first aspect, as described in detail in the [Operation] section, the first airbag is in the deployed state and the second airbag is larger than the first airbag in the deployed state. A pair of left and right side impact airbag units are provided with airbags that can deploy the airbag, and in the event of a side collision, the airbag on the side impact side is deployed in the first airbag state and vice versa. Since the deployment control means is provided to cause the side airbag to be in the second airbag deployment state, the airbag in the first airbag deployment state can prevent a secondary collision between the occupant and the inner side wall of the vehicle body on the side collision side. Even if the impact during a side collision is large and the occupants are blown to the opposite side, the air hang with the large second airbag deployed almost completely covers the inside wall of the vehicle on the side opposite to the side collision side, and the occupants are A tertiary collision with the inside wall of the vehicle body can be reliably prevented, and safety against side collisions can be improved.
第２請求項に係る車体側部への衝突エネルギ吸収装置に
よれば、第１請求項と同様の効果が得られる。加えて、
第２エアバッグ展開状態の展開タイミングを遅延させる
遅延手段を設けであるので、乗員の移動時間だけ遅らせ
て乗員が第２エアノ＼・ノブ展開状態のエアバッグに接
触する直前に第２エアバッグ展開状態にフル展開させる
ことが出来、フル展開した大きな第２エアバッグ展開状
態のエアバッグで乗員を受は止めて、乗員と車体内側壁
との３次衝突を効果的に防止することが出来、側面衝突
に対する安全性を一層向上させることが出来る。According to the collision energy absorbing device for the side portion of the vehicle body according to the second aspect, the same effects as in the first aspect can be obtained. In addition,
Since the delay means for delaying the deployment timing of the second airbag in the deployed state is provided, the second airbag is deployed immediately before the occupant comes into contact with the airbag in the second air knob/knob deployed state after the occupant's travel time is delayed. The second airbag can be fully deployed, and the fully deployed large second airbag can stop the occupant from being hit, effectively preventing a tertiary collision between the occupant and the inside wall of the vehicle. Safety against side collisions can be further improved.
〔実施例］ 以下、本発明の実施例を図面に基いて説明する。〔Example] Embodiments of the present invention will be described below with reference to the drawings.
本実施例は、側面衝突時における前席の乗員に対する安
全性を一層向上させるための自動車用エアバッグ装置に
本発明を適用した場合のものである。This embodiment is a case in which the present invention is applied to an automobile airbag device for further improving safety for front seat occupants in the event of a side collision.
第１図〜第４図に示すように、エアバ・ング装置は、自
動車ｌの左右のフロントドア２内に夫々設けられた左右
１対の側突用エアバッグユニット（以下、側突用ユニッ
ト）４と、左右のフロントシート５のシートクツション
６の略中央部に夫々内装された１対のシートセンサ７Ａ
・７Ｂと、左右のドア２に夫々内装された１対の第１衝
撃検知センサ９Ａ・９Ｂと、左右のサイドシル１０に夫
々内装された１対の第２衝撃検知センサＩＩＡ・１１Ｂ
と、側面衝突時に衝撃検知センサ９Ａ・９Ｂ・ＩＩＡ・
ＩＩＢからの出力を受けて右側の側突用ユニット４に内
装された発火装置１２Ａ・１３Ａと左側の側突用ユニッ
ト４に内装された発火装置１２Ｂ・１３Ｂ（第７図参照
）に夫々所定のタイミングで通電するコントロールユニ
ット１４（第７図参照）とを備えている。As shown in FIGS. 1 to 4, the airbag device consists of a pair of left and right side-impact airbag units (hereinafter referred to as side-impact units) installed in the left and right front doors 2 of an automobile. 4, and a pair of seat sensors 7A installed approximately in the center of the seat cushions 6 of the left and right front seats 5, respectively.
7B, a pair of first impact detection sensors 9A and 9B installed in the left and right doors 2, respectively, and a pair of second impact detection sensors IIA and 11B installed in the left and right side sills 10, respectively.
In the event of a side collision, impact detection sensors 9A, 9B, IIA,
In response to the output from IIB, the ignition devices 12A and 13A installed in the right side collision unit 4 and the ignition devices 12B and 13B installed in the left side collision unit 4 (see FIG. 7) are set to predetermined values, respectively. The control unit 14 (see FIG. 7) is equipped with a control unit 14 (see FIG. 7) that is energized at the appropriate timing.
上記側突用ユニット４について説明すると、側突用ユニ
ット４は左右のドア２に夫々設けられるが、それらは対
称の構成なので右側（運転席側）のものについて説明す
る。The side collision unit 4 will be described. The side collision unit 4 is provided in each of the left and right doors 2, but since they have a symmetrical configuration, the right side (driver's seat side) unit will be described.
第５図・第６図に示すように、右側のドア２のドアトリ
ム１５の上部にはその前端部から後端部に亙って前後方
向に延びる突出部１５ａが車室側へ向けて突出状に形成
され、突出部１５ａの後部とドアインナパネル１６間に
は収容部１７が形成され、収容部１７に臨むドアインナ
パネル１６の壁部にはベースプレート１８が固着され、
ベースプレート１８の左端面の前部及び後部には大小２
つの枠状のケーシング１９・２０が気密状に固着され、
ケーシング１９・２０の右部内には力゛ス発生荊と増炭
剤との反応により瞬時にガスを発生させるガス発生器２
１・２２が夫々収容され、ガス発生器２１・２２内には
通電によって発熱しガス発生剤と増炭剤とを反応させる
第２発火装置１２Ａと第１発火装置１３Ａが夫々内装さ
れている。As shown in FIGS. 5 and 6, the upper part of the door trim 15 of the right door 2 has a protruding part 15a that extends in the front-rear direction from the front end to the rear end and projects toward the passenger compartment. A housing part 17 is formed between the rear part of the protruding part 15a and the door inner panel 16, and a base plate 18 is fixed to the wall part of the door inner panel 16 facing the housing part 17.
The front and rear parts of the left end surface of the base plate 18 have two large and small parts.
Two frame-shaped casings 19 and 20 are fixed in an airtight manner,
Inside the right side of the casings 19 and 20 is a gas generator 2 that instantly generates gas by the reaction between the force generator and the carbon enhancer.
A second ignition device 12A and a first ignition device 13A are housed in the gas generators 21 and 22, respectively, and generate heat by energization to cause the gas generating agent and the carbon increaser to react.
後側のケーシング２０の左部内には標準サイズの袋状の
第１エアバッグ２４が折り畳まれた状態に収容され、前
側のケーシング１９の左部内には第１エアバッグ２４よ
りも大きい袋状の第２エアバッグ２３が折り畳まれた状
態に収容され、エアバッグ２３・２４の左端外周部はケ
ーシング゛１９・２０の左端外周部に夫々気密状に固着
され、エアバッグ２３・２４の基端部付近にはエアバッ
グ２３・２４内のガスを排出するための複数のヘントホ
ール（図示路）が形成され、収容部１７に対応するドア
トリム１５の内側部には溝部１５ｂが略Ｈ字状に形成さ
れ、ドアトリム１５を覆う表皮２５には溝部１５ｂに対
応してミシン目２５ａが形成され、発火装置１２Ａ・１
３Ａの少なくとも一方が通電されると、それに対応する
ガス発生器２１・２２から瞬時に多量のガスが発生し、
通電された発火装置１２Ａ・１３Ａに対応するエアバッ
グ２３・２４がこのガス圧により、ドアトリム１５の溝
部１５ｂ及び表皮２５のミシン目２５ａを破断して乗員
とドア２との間に膨張・展開する。A bag-shaped first airbag 24 of standard size is housed in a folded state in the left part of the rear casing 20, and a bag-shaped bag larger than the first airbag 24 is housed in the left part of the front casing 19. The second airbag 23 is housed in a folded state, and the left end outer peripheries of the airbags 23 and 24 are hermetically fixed to the left end outer peripheries of the casings 19 and 20, respectively, and the base ends of the airbags 23 and 24 are A plurality of hent holes (paths shown in the figure) are formed in the vicinity for discharging the gas in the airbags 23 and 24, and a groove 15b is formed in a substantially H-shape on the inner side of the door trim 15 corresponding to the housing portion 17. A perforation 25a is formed in the skin 25 covering the door trim 15 in correspondence with the groove 15b, and the ignition device 12A.
When at least one of the 3A is energized, a large amount of gas is instantaneously generated from the corresponding gas generators 21 and 22,
Due to this gas pressure, the airbags 23 and 24 corresponding to the energized ignition devices 12A and 13A rupture the groove 15b of the door trim 15 and the perforation 25a of the skin 25, and inflate and deploy between the occupant and the door 2. .
尚、上記ガス発生剤と増炭剤との反応速度とエアバッグ
２３・２４の容量とベントホールの開口面積は、第１発
火装置１３Ａの作動後約１０ ｍ５ｅｃで第１エアバッ
グ２４が、また第２発火装置１２Ａの作動後約５０ ｍ
５ｅｃで第２エアバッグ２３が夫々フル展開するように
所定の値に設定されている。The reaction rate between the gas generating agent and the carburizing agent, the capacity of the airbags 23 and 24, and the opening area of the vent hole are such that the first airbag 24 and Approximately 50 m after activation of the second ignition device 12A
The second airbags 23 are set to a predetermined value so that each second airbag 23 is fully deployed in 5ec.
上記衝撃検知センサ９Ａ・９Ｂ−１１Ａ・１１Ｂは、既
存周知の加速度感応型のセンサで、第２図〜第４図に示
すように、第１衝撃検知センサ９Ａ・９Ｂは左右のドア
２内において両端部がドアアウタパネル２６に連結され
た前後方向向きの補強部材２７の外端面略中央部に夫々
固着され、第２衝撃検知センサＩＩＡ・ＩＩＢは左右の
サイドシル１０の縦壁部の前後方向略中央部に夫々固着
され、第１衝撃検知センサ９Ａ・９Ｂは比較的感度が低
く設定され、衝突時の衝撃力が所定値以上になったとき
にＯＮ作動し、第２衝撃検知センサ１１Ａ・ＩＩＢは比
較的感度が高く設定され、小さな衝撃力でもＯＮ作動す
る。尚、側面衝突時の衝撃力がドアアウタパネル２６な
どを介して衝撃検知センサ９Ａ・９Ｂ・１１Ａ・ＩＩＢ
に伝達される関係上、衝撃検知センサ９Ａ・９Ｂ−１１
Ａ・ＩＩＢは側面衝突から約１０ ｍ５ｅｃ経過した後
にＯＮ作動する。The impact detection sensors 9A, 9B-11A, and 11B are existing well-known acceleration-sensitive sensors, and as shown in FIGS. 2 to 4, the first impact detection sensors 9A and 9B are located inside the left and right doors 2. Both ends of the reinforcing member 27 connected to the door outer panel 26 are fixed to substantially the center of the outer end surface of the reinforcing member 27, and the second impact detection sensors IIA and IIB are fixed to the substantially center of the vertical wall of the left and right side sills 10 in the longitudinal direction. The first impact detection sensors 9A and 9B are set to have relatively low sensitivity, and are turned on when the impact force at the time of a collision exceeds a predetermined value, and the second impact detection sensors 11A and IIB are The sensitivity is set relatively high and it turns ON even with a small impact force. In addition, the impact force at the time of a side collision is transmitted to the impact detection sensors 9A, 9B, 11A, and IIB via the door outer panel 26, etc.
Impact detection sensor 9A/9B-11
A/IIB turns on approximately 10 m5ec after the side collision.
上記シートセンサ７Ａ・７Ｂは、乗員がシートクツショ
ン６に着座するとＯＮ作動する。The seat sensors 7A and 7B are turned ON when the occupant is seated on the seat cushion 6.
次に、上記コントロールユニット１４について説明する
。Next, the control unit 14 will be explained.
第７図に示すように、運転席側の側突用ユニ・ノド４の
発火装置１２Ａ・１３Ａと助手席側の発火装置１２Ｂ・
１３Ｂを夫々ＯＮ１０ Ｆ Ｆ切換えるための４つのリ
レースイッチ３１が設けられ、このリレースイッチ３１
のソレノイド３２が励磁されてスイッチ３３が閉成され
ると、閉成されたスイッチ３３に対応する発火装置１２
Ａ・１３Ａ・１２Ｂ・１３Ｂのヒータ３４Ａ・３５Ａ・
３４Ｂ・３５Ｂに通電される。As shown in FIG. 7, the ignition devices 12A and 13A of the side collision uni-nod 4 on the driver's seat side and the ignition devices 12B and 13A on the passenger seat side.
Four relay switches 31 are provided for switching 13B ON10FF, respectively.
When the solenoid 32 is energized and the switch 33 is closed, the ignition device 12 corresponding to the closed switch 33 is activated.
A, 13A, 12B, 13B heater 34A, 35A,
34B and 35B are energized.
運転席側のシートセンサ７ＡはＯＲゲート４１及びＡＮ
Ｄゲート４２・４３に接続されるとともにＮＯＴＯＲゲ
ート４１してＡＮＤゲート４５に接続され、助手席側の
シートセンサ７ＢはＯＲゲート４１及びＡＮＤゲート４
２・４５に接続されるとともにＮＯＴＯＲゲート４１し
てＡＮＤゲート４３に接続され、ＡＮＤゲート４２はＡ
ＮＤゲート４７・５０に接続され、ＡＮＤゲート４３は
ＡＮＤゲート４８・５２に接続され、ＡＮＤゲート４５
はＡＮＤゲート４９・５１に接続され、ＯＲゲート４１
はＡＮＤゲート５３・５４に接続され、運転席側の衝突
検知センサ９Ａ−１１ＡはＡＮＤゲート５５を介してＡ
ＮＤゲート５３に接続され、助手席側の衝突検知センサ
９Ｂ・ＩＩＢはＡＮＤゲート５６を介してＡＮＤゲート
５４に接続され、ＡＮＤゲート５３はＡＮＤゲート４７
〜４９に夫々接続され、ＡＮＤゲート５４はＡＮＤゲー
ト５０〜５２に夫々接続されている。The seat sensor 7A on the driver's seat side is connected to the OR gate 41 and AN
It is connected to the D gates 42 and 43 as well as the NOTOR gate 41 and the AND gate 45, and the seat sensor 7B on the passenger seat side is connected to the OR gate 41 and the AND gate 4.
2.45, the NOTOR gate 41 is connected to the AND gate 43, and the AND gate 42 is connected to A
The AND gate 43 is connected to the AND gates 48 and 52, and the AND gate 45 is connected to the AND gates 47 and 50.
is connected to AND gates 49 and 51, and OR gate 41
are connected to AND gates 53 and 54, and the collision detection sensors 9A-11A on the driver's seat side are connected to A through AND gate 55.
The collision detection sensors 9B and IIB on the passenger seat side are connected to the AND gate 54 via the AND gate 56, and the AND gate 53 is connected to the AND gate 47.
-49, respectively, and AND gate 54 is connected to AND gates 50-52, respectively.
ＡＮＤゲート４７はＯＲゲート５７を介して駆動回路５
８に接続されるとともに第１遅延回路３５を介して駆動
回路５９に接続され、ドライバーとパンセンジャーとが
乗車している状態での運転席側への側面衝突時には、側
面衝突後直ちに運転席例の第１発火装置１３Ａが作動さ
れ、ドライノＮ−がドア２に接触する直前に運転席例の
第１エアバッグ２４がフル展開す９るとともに、遅延時
間Ｔ１経過後に助手席側の第２発火装置１２Ｂが作動さ
れ、パンセンジャーがドア２に接触する直前に助手席側
の第２エアバッグ２３がフル展開する。The AND gate 47 is connected to the drive circuit 5 via the OR gate 57.
8 and is connected to the drive circuit 59 via the first delay circuit 35, so that when there is a side collision on the driver's seat side with the driver and the passenger on board, the driver's seat side is connected to the drive circuit 59 immediately after the side collision. The first ignition device 13A of the driver's seat is activated, and the first airbag 24 on the driver's seat fully deploys just before Dryno N- contacts the door 2, and the second ignition device on the passenger's seat is activated after the delay time T1 has elapsed. The device 12B is activated, and the second airbag 23 on the passenger side is fully deployed just before the pan sensor contacts the door 2.
つまり、上記側面衝突時においてパッセンジ−？ −は
、先ず衝突時の衝撃により衝突側へ移動するが、側面衝
突時の衝撃が大きいときには、運転席例の第１エアバッ
グ２４に受は止められた後更に反対側へ移動するドライ
バーと接触し、ドライバーとともに衝突側とは反対側へ
移動してフル展開した反対側の大きな第２エアバッグ２
３に受は止められる。In other words, in the side collision mentioned above, the passenger? - will first move toward the collision side due to the impact of the collision, but if the impact of the side collision is large, the first airbag 24 in the driver's seat will stop the receiver, and then it will come into contact with the driver who moves to the opposite side. Then, the large second airbag 2 on the opposite side moves with the driver to the side opposite to the collision side and is fully deployed.
Uke is stopped at 3.
ＡＮＤゲート４８はＯＲゲート５７を介して駆動回路５
８に接続されるとともに、第２遅延回路３７を介して駆
動回路５９に接続され、ドライバーのみが乗車している
状態での運転席側への側面衝突時には、側面衝突後直ち
に運転席側の第１発火装置１３Ａが作動されてドライバ
ーがドア２に接触する直前に運転席側の第１エアバッグ
２４がフル展開するとともに、遅延時間Ｔ２経過後に第
２発火装置１２Ｂが作動され、ドライバーがドア２に接
触する直前に助手席側の第２エアバッグ２３がフル展開
する。つまり、上記側面衝突時においてドライバーは、
先ず運転席側の第１エアバッグ２４に受は止められるが
、衝突時の衝撃が大きいときには、反対側へ移動してフ
ル展開した助手席側の大きな第２エアバッグ２３に受は
止められる。The AND gate 48 is connected to the drive circuit 5 via the OR gate 57.
8 and is also connected to the drive circuit 59 via the second delay circuit 37. In the event of a side collision to the driver's seat with only the driver on board, the driver's seat side The first ignition device 13A is activated and the first airbag 24 on the driver's seat side is fully deployed just before the driver contacts the door 2. After the delay time T2 has elapsed, the second ignition device 12B is activated and the driver touches the door 2. The second airbag 23 on the passenger side fully deploys immediately before contacting the vehicle. In other words, in the case of the above side collision, the driver:
First, the first airbag 24 on the driver's seat side is blocked, but when the impact of the collision is large, the guard moves to the opposite side and is stopped by the large second airbag 23 on the passenger side, which is fully deployed.
ＡＮＤゲート４９は駆動回路６０に接続され、パンセン
ジャーのみが乗車している状態での運転席側への側面衝
突時には、側面衝突後直ちに運転席例の第２発火装置１
２Ａが作動され、パンセンジャーがドア２に接触する直
前に運転席側の第２エアバッグ２３がフル展開する。つ
まり、上記側面衝突時においてパンセンジャーは、衝突
時の衝撃により運転席側へ移動し、フル展開した運転席
側の大きな第２エアバッグ２３で受は止められる。The AND gate 49 is connected to the drive circuit 60, and in the event of a side collision to the driver's seat with only the Panzer on board, the second ignition device 1 of the driver's seat example is activated immediately after the side collision.
2A is activated, and the second airbag 23 on the driver's seat side is fully deployed just before the Panzer makes contact with the door 2. That is, at the time of the above-mentioned side collision, the Panzer moves toward the driver's seat side due to the impact of the collision, and is stopped by the large second airbag 23 on the driver's seat side that is fully deployed.
ＡＮＤゲート５０はＯＲゲート６１を介して駆動回路６
２に接続されるとともに、第１遅延回路３６を介して駆
動回路６０に接続され、ドライノＮ−とパンセンジャー
とが乗車している状態での助手席側への側面衝突時には
、上記運転席側への側面衝突時とは反対に、側面衝突後
直ちに助手席側の第１発火装置１３Ｂが作動され、パン
センジャーがドア２に接触する直前に助手席側の第１エ
アバッグ２４がフル展開するとともに、遅延時間Ｔｌ経
過後に運転席側の第２発火装置１２Ａが作動され、ドラ
イバーがドア２に接触する直前に運転席例の第２エアバ
ッグ２３がフル展開する。The AND gate 50 is connected to the drive circuit 6 via the OR gate 61.
2, and is also connected to the drive circuit 60 via the first delay circuit 36, and in the event of a side collision to the passenger side with Drino N- and Pansenger riding, the driver side In contrast to the case of a side collision, the first ignition device 13B on the passenger side is activated immediately after the side collision, and the first airbag 24 on the passenger side is fully deployed just before the Panzer makes contact with the door 2. At the same time, the second ignition device 12A on the driver's seat side is activated after the delay time Tl has elapsed, and the second airbag 23 on the driver's seat example is fully deployed just before the driver contacts the door 2.
ＡＮＤゲート５１はＯＲゲート６１を介して駆動回路６
２に接続されるとともに、第２遅延回路３８を介して駆
動回路６０に接続され、パンセンジャーのみが乗車して
いる状態での助手席側への側面衝突時には、上記運転席
側への側面衝突時とは反対に、側面衝突後直ちに助手席
側の第１発火装置１３Ｂが作動され、パンセンジャーが
ドア２に接触する直前に助手席側の第１エアバッグ２４
がフル展開するとともに、遅延時間Ｔ２経過後に第２発
火装置１２Ａが作動され、パンセンジャーがドア２に接
触する直前に運転席側の第２エアバッグ２３がフル展開
する。The AND gate 51 is connected to the drive circuit 6 via the OR gate 61.
2 and is also connected to the drive circuit 60 via the second delay circuit 38, so that in the event of a side collision to the passenger seat with only the Pansenger on board, the side collision to the driver's seat side will occur. On the contrary, the first ignition device 13B on the passenger side is activated immediately after the side collision, and the first airbag 24 on the passenger side is activated immediately before the Panzer makes contact with the door 2.
At the same time, the second ignition device 12A is activated after the delay time T2 has elapsed, and the second airbag 23 on the driver's seat side is fully deployed just before the Panzer makes contact with the door 2.
ＡＮＤゲート５２は駆動回路５９に接続され、ドライバ
ーのみが乗車している状態での助手席側への側面衝突時
には、上記運転席側への側面衝突時とは反対に、側面衝
突直後直ちに助手席側の第２発火装置１２Ｂが作動され
、ドライバーがドア２に接触する直前に助手席側の第２
エアバッグ２３がフル展開する。尚、乗員が乗車してい
ない状態での側面衝突時には、左右のエアハング２３・
２４は展開しない。The AND gate 52 is connected to the drive circuit 59, and when there is a side collision on the passenger seat with only the driver on board, the driver is immediately moved to the passenger seat immediately after the side collision, contrary to the side collision on the driver's seat. The second ignition device 12B on the passenger side is activated, and just before the driver contacts the door 2, the second ignition device 12B on the passenger side is activated.
The airbag 23 is fully deployed. In addition, in the event of a side collision with no occupants on board, the left and right air hangs 23,
24 is not expanded.
上記ヒータ３４Ａ・３５Ａ・３４Ｂ・３５Ｂへのｉｌ！
電タイミングを乗員の乗車状況に応して設定するための
上記遅延時間ＴＩ・Ｔ２について説明すると、遅延時間
ＴＩは側面衝突側及びその反対側の乗員がともに乗車し
ている場合に対応した遅延時間であって、側面衝突後乗
員が衝突側とは反対側のト′ア２付近まで移動するため
に必要とする時間から第２エアバッグの展開時間（約５
０ｍ５ｅｃ）を除算した時間（例えば、ＴＩ＝１２０ｍ
ｓｅｃ）に設定され、遅延時間Ｔ２は側面衝突側の乗員
のみが乗車している場合に対応した遅延時間であって、
側面衝突後乗員が衝突側とは反対側のドア付近まで移動
するために必要とする時間から第２エアハングの展開時
間（約５０ｍ５ｅｃ）を除算した時間（例えば、Ｔ２＝
５０ｍｓｅｃ）に設定されている。il to the above heaters 34A, 35A, 34B, and 35B!
To explain the above delay times TI and T2 for setting the electric timing according to the riding situation of the occupants, the delay time TI is the delay time corresponding to when both the occupants on the side collision side and the occupants on the opposite side are riding in the vehicle. The deployment time of the second airbag (approx.
0m5ec) divided by the time (for example, TI=120m
sec), and the delay time T2 is a delay time corresponding to the case where only the occupant on the side collision side is on board,
After a side collision, the time required for the occupant to move to the door on the opposite side of the collision side divided by the deployment time of the second air hang (approximately 50 m5ec) (for example, T2 =
50 msec).
ここで、上記遅延時間ＴＩ及びＴ２を設定する為に第８
図・第９図に基いて行なった計算について簡単に説明す
る。但し、第８図・第９図は側面衝突側のドア２Ａに乗
員が衝突した瞬間の状態を示す。Here, in order to set the delay times TI and T2, the eighth
The calculations performed based on FIG. 9 will be briefly explained. However, FIGS. 8 and 9 show the state at the moment when the occupant collides with the door 2A on the side collision side.
第８図において、運転席側のドア２Ａへの側面衝突時、
ドライバーとパンセンジャーとが接触するまテノ時間ｔ
ｌ＝Ｌ１／（Ｖｌ＋ν２）となり、上記両者の衝突後の
速度ｖｌ 、ｖ２ （但し、反衝突方向が正）とし、両
者の体重が等しいとすると、運動量保存則より、Ｖｌ−
Ｖ２＝ｖｌ＋ｖ２、両者の反発係数をαとするすと、α
−−（シ２−シ１） ／（−Ｖ２−Ｖｌ）となる。In Fig. 8, at the time of a side collision with the driver's side door 2A,
Time t until the driver and pansenger come into contact
l=L1/(Vl+ν2), and if the velocities after the collision between the two are vl and v2 (however, the anti-collision direction is positive), and the weights of both are equal, then from the law of conservation of momentum, Vl-
V2=vl+v2, if the repulsion coefficient of both is α, then α
--(C2-C1)/(-V2-Vl).
上記両式より、Ｖ２−［ＶＨ１＋α） −Ｖ２（１−α
）］／２となり、パンセンジャーが反衝突側のドア２Ｂ
に接触するまでの時間ＴＩは、
Ｔ １ ＝ｔｌ＋（Ｌ３ ＋Ｖ２Ｘｔｌ） ／ｖ２−［
Ｌｌ（１＋α）＋２Ｌ３１／ｆＶ１（１−ｔ−α） −
Ｖ２（１−α） ］第９図において、助手席にパンセン
ジャーがいない場合、運転席例のドア２Ａへの側面衝突
によりドライバーが反衝突側のドア２Ｂまで飛ばされて
反衝突側のドア２Ｂに接触するまでの時間Ｔ２は、Ｔ２
＝Ｌ／Ｖｌとなる。From both equations above, V2-[VH1+α) -V2(1-α
)]/2, and Pansenger moves to door 2B on the anti-collision side.
The time TI until contact is T 1 =tl+(L3 +V2Xtl)/v2-[
Ll(1+α)+2L31/fV1(1-t-α) −
V2(1-α) ] In Fig. 9, if there is no panzer in the passenger seat, a side collision with the door 2A of the driver's seat will cause the driver to be blown to the door 2B on the opposite side of the collision. The time T2 until contact is T2
=L/Vl.
ここで、Ｖ１＝Ｖ２＝１０ｍ／ｓｅｃ 、ＬＬ＝１４１
ｔｉｎ、１，３＝２３０皿、Ｌ＝７８３ ｆｆ１ｌｌ
ｌ、乗員同士の反発係数α−０゜２とすると、ＴＩ＝１
５３．８ｍ５ｅｃ 、 Ｔ２＝７８．３ｍ５ｅｃとなる
。Here, V1=V2=10m/sec, LL=141
tin, 1,3=230 plates, L=783 ff1ll
l, coefficient of repulsion between occupants α-0°2, TI=1
53.8m5ec, T2=78.3m5ec.
次に、上記エアバッグ装置の作用について説明する。Next, the operation of the above airbag device will be explained.
側面衝突側及びその反対側に乗員が乗車しているときに
は、衝突から所定時間（約２０ｍ５ｅｃ）経過後に衝突
側の第１エアバッグ２４がフル展開し、フル展開した第
１エアバッグ２４により衝突側の乗員が受は止められて
、衝突側の乗員とドア２との２次衝突が防止されるとと
もに、衝突後所定時間（約１７０ｍ５ｅｃ ） シてか
ら反対側の第２エアバッグ２３がフル展開し、衝突側の
ドア２からの衝撃により衝突側の乗員が反対側へ飛ばさ
れて、更に反対側の乗員とともに反対側へ移動しても、
フル展開した反対側の大きな第２エアバッグ２３で乗員
とドア２との３次衝突が確実に防止される。When there are occupants on the side collision side and on the opposite side, the first airbag 24 on the collision side is fully deployed after a predetermined time (approximately 20m5ec) has elapsed since the collision, and the fully deployed first airbag 24 causes the collision side to be fully deployed. The passenger on the collision side is prevented from receiving the collision, and a secondary collision between the collision-side occupant and the door 2 is prevented, and the second airbag 23 on the opposite side is fully deployed after a predetermined time (approximately 170 m5ec) after the collision. Even if the occupant on the collision side is blown to the opposite side by the impact from the door 2 on the collision side, and then moves to the opposite side with the occupant on the opposite side,
A tertiary collision between the occupant and the door 2 is reliably prevented by the large second airbag 23 on the opposite side that is fully deployed.
側面衝突側の乗員のみが乗車しているときには、衝突側
の第１エアバッグ２４が衝突から所定時間（約２０ ｍ
５ｅｃ ）経過後にフル展開し、フル展開した第１エア
バッグ２４により乗員が受は止められて、衝突側の乗員
とドア２との２次衝突が防止されるとともに、衝突から
所定時間（約１００ｍ５ｅｃ ）経過後に反対側の第２
エアバッグ２３が展開し、車室内に侵入するドア２から
の衝撃により乗員が反対側へ飛ばされても、フル展開し
た反対側の大きなエアハング２３で乗員とドア２との３
次衝突が確実に防止される。When only the occupant on the side collision side is in the vehicle, the first airbag 24 on the collision side is activated for a predetermined time (approximately 20 m) after the collision.
5ec), the fully deployed first airbag 24 prevents the occupant from receiving the collision, preventing a secondary collision between the occupant on the collision side and the door 2, and allowing the vehicle to be fully deployed for a predetermined period of time (approximately 100m5ec) after the collision. ) after the second on the opposite side
Even if the airbag 23 is deployed and the occupant is blown to the opposite side due to the impact from the door 2 entering the vehicle interior, the large air hang 23 on the opposite side when fully deployed will separate the occupant from the door 2.
The next collision is definitely prevented.
側面衝突側とは反対側にのみ乗員が乗車しているときに
は、衝突側の第２エアバッグ２３が衝突から所定時間（
約６０ｍ５ｅｃ）経過後にフル展開し、衝突側のドア２
からの衝撃により乗員が衝突側へ飛ばされても、フル展
開した衝突側の大きな第２エアバッグ２３で乗員とドア
２との２次衝突が効果的に防止される。When an occupant is riding only on the side opposite to the side collision side, the second airbag 23 on the collision side is activated for a predetermined period of time (
After approx. 60m5ec), it is fully deployed and door 2 on the collision side
Even if the occupant is blown toward the collision side by the impact from the vehicle, a secondary collision between the occupant and the door 2 is effectively prevented by the large second airbag 23 on the collision side that is fully deployed.
以上のように、比較的短時間でフル展開する標準サイズ
の第１エアバッグ２４で、衝突側の乗員と衝突側のドア
２との２次衝突を効果的に防止することが出来るとと、
第１エアバッグ２４よりも大きく展開する第２エアバッ
グ２３で衝突側の乗員と反対側のドア２との３次衝突及
び反対側の乗員と衝突側のドア２との２次衝突を確実に
防止することが出来る。As described above, the standard-sized first airbag 24, which fully deploys in a relatively short period of time, can effectively prevent a secondary collision between the collision-side occupant and the collision-side door 2.
The second airbag 23, which deploys larger than the first airbag 24, ensures a tertiary collision between the occupant on the collision side and the door 2 on the opposite side, and a secondary collision between the occupant on the opposite side and the door 2 on the collision side. It can be prevented.
更に、乗員の乗車状況に応じてエアバッグ２３・２４の
展開タイミングを変更しであるので、乗員が接触する直
前にエアバッグ２３・２４をフル展開させることが出来
、フル展開したエアバッグ２３・２４で乗員を受は止め
て乗員とドア２との２次衝突及び３次衝突を効果的に防
止することが出来る。Furthermore, since the deployment timing of the airbags 23 and 24 is changed depending on the passenger's riding situation, the airbags 23 and 24 can be fully deployed immediately before the passenger makes contact, and the fully deployed airbags 23 and 24 can be By stopping the occupant at 24, secondary and tertiary collisions between the occupant and the door 2 can be effectively prevented.
尚、上記コントロールユニット１４の第１遅延回路３５
・３６と第２遅延回路３７・３８を省略し、ＡＮＤゲー
ト４７・４８をＯＲゲートを介して駆動回路５９に接続
するとともに、ＡＮＤゲート５０・５１をＯＲゲートを
介して駆動回路６０に接続し、側面衝突側に乗員が乗車
しているときには、衝突側の第１発火装置１３’Ａ・１
３Ｂと反対側の第２発火装置１２Ａ・１２Ｂとを同時に
作動させてもよい。つまり、フル展開した状態の第２エ
アバッグ２３で乗員を受は止めることかへストではある
が、第２エアバッグ２３の展開に要する時間が比較的長
いので、衝突側の第１発火装置１３Ａ・１３Ｂと反対側
の第２発火装置１２Ａ・１２Ｂとを同時に作動させても
、フル展開状態に近い第２エアバッグ２３で効果的に乗
員を受は止めることが出来る。Note that the first delay circuit 35 of the control unit 14
36 and the second delay circuits 37 and 38 are omitted, and the AND gates 47 and 48 are connected to the drive circuit 59 via the OR gate, and the AND gates 50 and 51 are connected to the drive circuit 60 via the OR gate. , when an occupant is riding on the side collision side, the first ignition device 13'A.1 on the collision side
3B and the second ignition devices 12A and 12B on the opposite side may be operated simultaneously. In other words, it would be best to stop the occupant from being hit by the second airbag 23 in a fully deployed state, but since the time required for the second airbag 23 to deploy is relatively long, the first ignition device 13A on the collision side - Even if 13B and the second ignition devices 12A and 12B on the opposite side are activated at the same time, the second airbag 23, which is close to the fully deployed state, can effectively stop the occupant from being injured.
尚、上記コントロールユニット１４では、シートセンサ
７Ａ・７Ｂからの出力に基いて発火装置１２Ａ・１２Ｂ
・１３Ａ・１３Ｂを作動させたが、シートセンサ７Ａ・
７Ｂを省略し、乗員の乗車状況に関係なく、側面衝突時
には衝突側の第１エアバッグ２４と反対側の第２エアバ
ッグ２３とを同時に或いは遅延時間を持たせて展開させ
るようにしてもよい。The control unit 14 controls the ignition devices 12A and 12B based on the outputs from the seat sensors 7A and 7B.
・Although 13A and 13B were activated, sheet sensor 7A・
7B may be omitted and the first airbag 24 on the collision side and the second airbag 23 on the opposite side may be deployed simultaneously or with a delay time in the event of a side collision, regardless of the riding situation of the occupant. .
〈第１変形例〉
上記コントロールユニット１４の構成を部分的に変更し
て次のようにしてもよい。尚、同一部品には同一符号を
付してその詳細な説明を省略する。<First Modification> The configuration of the control unit 14 may be partially changed as follows. Incidentally, the same parts are given the same reference numerals and detailed explanation thereof will be omitted.
コントロールユニッｌ−１４Ａについて説明スると、第
１０図に示すように、ＯＲゲート５７がＯＲゲート６３
を介して駆動回路５８に接続され、第１遅延回路３６と
第２遅延回路３８とＡＮＤゲート４９とが駆動回路６０
に接続されるとともに第３遅延回路６４を介してＯＲゲ
ート６３に接続され、ＯＲゲート６１がＯＲゲート６５
を介して駆動回路６２に接続され、第１遅延回路３５と
第２遅延回路３７とＡＮＤゲート５２とが駆動回路５９
に接続されるとともに第３遅延回路６６を介してＯＲゲ
ート６５に接続されている。尚、第３遅延回路６４・６
６の遅延時間Ｔ３は、第１エアバッグ２４と第２エアバ
ッグ２３との展開時間の差で、Ｔ３−４０ｍｓｅｃに設
定されている。To explain the control unit 1-14A, as shown in FIG.
The first delay circuit 36 , the second delay circuit 38 , and the AND gate 49 are connected to the drive circuit 58 via the drive circuit 60 .
is connected to the OR gate 63 via the third delay circuit 64, and the OR gate 61 is connected to the OR gate 65.
The first delay circuit 35, the second delay circuit 37, and the AND gate 52 are connected to the drive circuit 62 via the drive circuit 59.
It is also connected to the OR gate 65 via the third delay circuit 66. In addition, the third delay circuit 64.6
The delay time T3 of No. 6 is the difference between the deployment times of the first airbag 24 and the second airbag 23, and is set to T3-40 msec.
上記コントロールユニット１４Ａを備えたエアハング装
置では、前記実施例と同様に第１エアハング２４及び第
２エアハング２３が所定のタイミングで展開するととも
に、展開した第２エアハング２３例の第１エアバッグ２
４も第２発火装置１２Ａ−１２Ｂが作動してから遅延時
間Ｔ３経過後に展開が開始され、第２エアバッグ２３と
同時にフル展開するので、このフル展開した２つのエハ
ッグ２３・２４で乗員を効果的に受は止めることが出来
る。In the air hang device equipped with the control unit 14A, the first air hang 24 and the second air hang 23 are deployed at a predetermined timing as in the above embodiment, and the first air bag 2 of the deployed second air hang 23 is
4 also starts deploying after the delay time T3 has elapsed after the second ignition device 12A-12B is activated, and is fully deployed at the same time as the second airbag 23, so these two fully deployed airbags 23 and 24 can effectively protect the occupants. Uke can be stopped.
尚、上記コントロールユニッ）１４Ａの第１遅延回路３
５・３６と第２遅延回路３７・３８を省略し、ＡＮＤゲ
ート４７・４８を駆動回路５９と第３遅延回路６６とに
ＯＲゲートを介して接続するとともに、ＡＮＤゲート５
０・５１を駆動回路６０及び第３遅延回路６４にＯＲゲ
ートを介して接続し、側面衝突側に乗員が乗車している
ときには、前記実施例と同様に、衝突側の第１発火装置
１３Ａ・１３Ｂと反対側の第２発火装置１２Ａ・１２Ｂ
とを同時に作動させてもよい。また、第３遅延回路６４
・６６を省略し、同じ側の第１発火装置１３Ａ・１３Ｂ
を第２発火装置１２Ａ・１２Ｂと同時に作動させてもよ
い。In addition, the control unit) 14A first delay circuit 3
5 and 36 and the second delay circuits 37 and 38 are omitted, and the AND gates 47 and 48 are connected to the drive circuit 59 and the third delay circuit 66 via an OR gate, and the AND gate 5
0.51 is connected to the drive circuit 60 and the third delay circuit 64 via an OR gate, and when an occupant is riding on the side collision side, the collision side first ignition device 13A. 13B and the second ignition device 12A/12B on the opposite side
may be operated at the same time. Further, the third delay circuit 64
・66 is omitted, and the first ignition devices 13A and 13B on the same side
may be operated simultaneously with the second ignition devices 12A and 12B.
尚、上記コントロールユニット１４Ａでは、シートセン
サ７Ａ・７Ｂからの出力に基いて発火装置１２Ａ・１２
Ｂ・１３Ａ・１３Ｂを作動させたが、シートセンサ７Ａ
・７Ｂを省略し、乗員の乗車状況に関係なく、側面衝突
時には衝突側の第１エアバング２４と反対側の第１エア
バッグ２４及び第２エアバッグ２３とを同時に或いは遅
延時間を持たせて展開させるようにしてもよい。Note that the control unit 14A controls the ignition devices 12A and 12 based on the outputs from the seat sensors 7A and 7B.
B・13A・13B was activated, but sheet sensor 7A
・7B is omitted, and in the event of a side collision, the first airbag 24 on the collision side and the first airbag 24 and second airbag 23 on the opposite side are deployed simultaneously or with a delay, regardless of the riding situation of the occupant. You may also do so.
〈第２変形例〉
上記コントロールユニット１４Ａの構成を部分的に変更
して次のようにしてもよい。尚、同一部品には同一符号
を付してその詳細な説明を省略する。<Second Modification> The configuration of the control unit 14A may be partially changed as follows. Incidentally, the same parts are given the same reference numerals and detailed explanation thereof will be omitted.
コントロールユニット１４Ｂについて説明スると、第１
Ｉ図に示すように、ＯＲゲート５７がＯＲゲート６３を
介して駆動回路５８に接続され、ＡＮＤゲート４９と第
１遅延回路３６と第２遅延回路３８がＯＲゲート６７に
接続され、ＯＲゲート６１がＯＲゲート６８を介して駆
動回路５９に接続され、ＡＮＤゲート５２と第１遅延回
路３５と第２遅延回路３７がＯＲゲート６８に接続され
る。To explain the control unit 14B, the first
As shown in FIG. is connected to the drive circuit 59 via the OR gate 68, and the AND gate 52, the first delay circuit 35, and the second delay circuit 37 are connected to the OR gate 68.
上記コントロールユニット１４Ｂを備えたエアバッグ装
置では、前記実施例と同様に第１エアバッグ２４及び第
２エアバッグ２３が所定のタイミングで展開するととも
に、展開した第１エアハング２４側の第２エアバッグ２
３も第１エアバッグと同時に展開し、２つのエアバッグ
２３・２４で効果的に乗員を受は止めることが出来ると
ともに、展開した第２エアバッグ２３側の第１エアバッ
グ２４もこの第２エアバッグ２３の第２発火装置１２Ａ
−１２Ｂが作動してから遅延時間Ｔ３経過後に展開が開
始され、第２エアバッグ２３と同時にフル展開し、この
フル展開した２つのエバノブ２３・２４で効果的に乗員
を受は止めることが出来る。In the airbag device equipped with the control unit 14B, the first airbag 24 and the second airbag 23 are deployed at a predetermined timing as in the embodiment, and the second airbag on the side of the deployed first airhang 24 is 2
3 is also deployed at the same time as the first airbag, and the two airbags 23 and 24 can effectively stop the occupant, and the first airbag 24 on the side of the deployed second airbag 23 also Second ignition device 12A of airbag 23
Deployment starts after delay time T3 has elapsed after -12B is activated, and is fully deployed at the same time as the second airbag 23, and the two fully deployed Eva knobs 23 and 24 can effectively stop the occupant from being hit. .
尚、上記コントロールユニッ）１４Ｂの第１遅延回路３
５・３６と第２遅延回路３７・３８を省略し、Ａ Ｎ
Ｉ）ゲート４７・４８をＯＲゲート６８と第３遅延回路
６６とにＯＲゲートを介して接続するとともに、ＡＮＤ
ゲート５０・５１をＯＲゲート６７及び第３遅延回路６
４にＯＲゲートを介して接続し、側面衝突側に乗員が乗
車しているときには、前記実施例と同様に、衝突側の第
１発火装置１３Ａ・１３Ｂと反対側の第２発火装置１２
Ａ・１２Ｂとを同時に作動させてもよい。また、第３遅
延回路６４・６６を省略し、同じ側の第１発火装置１３
Ａ−１３Ｂを第２発火装置１２Ａ・ｉ２Ｂと同時に作動
させてもよい。In addition, the first delay circuit 3 of the control unit) 14B
5, 36 and the second delay circuits 37, 38 are omitted, A N
I) Connect the gates 47 and 48 to the OR gate 68 and the third delay circuit 66 via the OR gate, and
The gates 50 and 51 are OR gate 67 and the third delay circuit 6
4 via an OR gate, and when an occupant is riding on the side collision side, the first ignition devices 13A and 13B on the collision side and the second ignition device 12 on the opposite side, as in the above embodiment.
A and 12B may be operated simultaneously. Also, the third delay circuits 64 and 66 are omitted, and the first ignition device 13 on the same side
A-13B may be operated simultaneously with the second ignition device 12A/i2B.
尚、上記コントロールユニット１４Ｂでは、シートセン
サ７Ａ・７Ｂからの出力に基いて発火装置１２Ａ・１２
Ｂ・１３Ａ・１３Ｂを作動させたが、シートセンサ７Ａ
・７Ｂを省略し、乗員の乗車状況に関係なく、側面衝突
時には衝突側のエアバッグ２４・２４と反対側のエアバ
ッグ２３・２４とを同時に或いは遅延時間を持たせて展
開させるようにしてもよい。The control unit 14B controls the ignition devices 12A and 12 based on the outputs from the seat sensors 7A and 7B.
B・13A・13B was activated, but sheet sensor 7A
- Even if 7B is omitted and the airbags 24, 24 on the collision side and the airbags 23, 24 on the opposite side are deployed at the same time or with a delay time, in the event of a side collision, regardless of the riding situation of the occupant. good.
尚、上記コントロールユニット１４・１４Ａ・１４Ｂは
一例を示すものにすぎず、マイクロコンピュータやプロ
グラマブルコントローラを組み込んだ構成を採用するこ
とも出来る。Note that the control units 14, 14A, and 14B are merely examples, and a configuration incorporating a microcomputer or a programmable controller may also be adopted.
く別実施例〉 前記側突用ユニット４は次のような構成にしてもよい。Kubetsu example> The side impact unit 4 may have the following configuration.
尚、同一部材には同一符号を付してその詳細な説明を省
略する。Note that the same members are given the same reference numerals and detailed explanations thereof will be omitted.
二〇側突用ユニン）４Ａも前記側突用ユニット４と同様
に左右のドア２に夫々設けられるが、それらは対称の構
成なので右側（運転席側）のものについて説明する。20 Side collision unit) 4A is also provided on the left and right doors 2, respectively, like the side collision unit 4, but since they have symmetrical configurations, the right side (driver's seat side) will be described.
第１２図に示すように、側突用ユニット４Ａは前記実施
例と同様にドアインナパネル１６とドアトリム１５間に
形成された収容部１７内に収容され、ドアインナパネル
１６の左端面にはベースプレート１８が固着され、ベー
スプレート１８の左端面には枠状のケーシング１９Ａが
気密状に固着され、ケーシング１９Ａ内は仕切壁７０に
より前後１対の収容室７１・７２に区画され、収容室７
１・７２の左部内には大きな袋状の第２エアハッグア３
の前部ハソグ部７３Ａ及び後部バッグ部７３Ｂ（第１エ
アバッグ２４に相当する）が夫々折り畳まれた状態に収
容され、第２エアバッグ７３の左端外周部はケーシング
１９Ａの左端外周部に気密状に固着され、前部バッグ部
７３Ａと後部ハング部７３Ｂ間はファスナ７４を介して
仕切壁の左端部に連結され、ケーシング１９Ａの右部内
にはガス発生器７５が前後の収容室７１・７２に亙って
設けられ、ガス発生器７５内には発火装置７６が設けら
れている。As shown in FIG. 12, the side collision unit 4A is housed in the housing part 17 formed between the door inner panel 16 and the door trim 15, as in the previous embodiment, and the left end surface of the door inner panel 16 is provided with a base plate. A frame-shaped casing 19A is airtightly fixed to the left end surface of the base plate 18, and the inside of the casing 19A is partitioned by a partition wall 70 into a pair of front and rear storage chambers 71 and 72.
There is a large bag-shaped second air hugger 3 inside the left side of 1.72.
The front hasog part 73A and the rear bag part 73B (corresponding to the first airbag 24) are accommodated in a folded state, and the left end outer circumference of the second airbag 73 is airtightly attached to the left end outer circumference of the casing 19A. The front bag part 73A and the rear hang part 73B are connected to the left end of the partition wall via a fastener 74, and a gas generator 75 is installed in the front and rear storage chambers 71 and 72 in the right part of the casing 19A. An ignition device 76 is provided within the gas generator 75.
上記ガス発生器７５は、発火装置７６の作動後直ちにガ
スを発生する第１ガス発生器７５Ａと、発火装置７６の
作動後所定時間経過してからガスを発生する第２ガス発
生器７５Ｂとから一体的に構成され、ガス発生器７５Ａ
・７５Ｂは収容室７１・７２に夫々収容され、発火装置
７６が作動されると、先ず第１ガス発生器７５Ａから発
生したガスにより１点鎖線で図示のように後部ハング部
７３Ｂが展開し、その後所定時間経過後に第２ガス発生
器７５Ｂから発生したガスにより前部バッグ部７３Ａが
展開し、前部ハング部７３Ａと後部バッグ部７３Ｂ内の
ガス圧が所定以上になるとファスナ７４が外れて前部ハ
ング部７３Ａと後部バッグ部７３Ｂとからなる大きな第
２エアバッグ７３が３点鎖線で示すように展開する。The gas generator 75 includes a first gas generator 75A that generates gas immediately after the ignition device 76 is activated, and a second gas generator 75B that generates gas after a predetermined period of time has elapsed after the ignition device 76 is activated. Integrated gas generator 75A
75B is accommodated in the accommodation chambers 71 and 72, respectively, and when the ignition device 76 is activated, the rear hang portion 73B is first expanded as shown by the dashed line by the gas generated from the first gas generator 75A, Thereafter, after a predetermined period of time, the front bag portion 73A is expanded by the gas generated from the second gas generator 75B, and when the gas pressure inside the front hang portion 73A and the rear bag portion 73B exceeds a predetermined value, the fastener 74 comes off and the front bag portion 73A is expanded. A large second airbag 73 consisting of a rear hang portion 73A and a rear bag portion 73B is deployed as shown by the three-dot chain line.
上記側突用ユニット４Ａでは、比較的短時間でフル展開
する標準サイズの後部エアバッグ部７３Ｂで、側面衝突
側の乗員とドア２との２次衝突を効果的に防止出来ると
ともに、大きく展開した第２エアバッグ７３で衝突側の
乗員と反対側のドア２との３次衝突及び反対側の乗員と
衝突側のドア２との２次衝突を効果的に防止することが
出来る。In the side collision unit 4A, the standard size rear airbag section 73B is fully deployed in a relatively short period of time, and can effectively prevent a secondary collision between the occupant on the side collision side and the door 2. The second airbag 73 can effectively prevent a tertiary collision between the occupant on the collision side and the door 2 on the opposite side, and a secondary collision between the occupant on the opposite side and the door 2 on the collision side.
尚、上記左右の第２エアバッグ７３は、前記実施例と同
様に同時に展開させてもよいし、遅延時間を持たせて展
開させてもよい。Note that the left and right second airbags 73 may be deployed simultaneously as in the above embodiment, or may be deployed with a delay time.
尚、本実施例では、ガス発生剤と増炭剤とを反応させて
ガスを発生させるタイプのエアバッグユニット４・４Ａ
を適用したが、他の方式によりガスを発生させるタイプ
のエアバッグユニットを備えた車両に対しても同様に適
用することが出来る。In this embodiment, the airbag units 4 and 4A are of a type that generates gas by reacting a gas generating agent and a carbonizing agent.
However, the invention can be similarly applied to vehicles equipped with airbag units that generate gas using other methods.
図面は本発明の実施例を示すもので、第１図は車室の部
分斜視図、第２図は自動車の一部切欠き平面図、第３図
は自動車の縦断面図、第４図は第３図ＩＶ−ＴＶ線断面
図、第５図はドアの分解斜視図、第６図は側突用ユニッ
ト付近の横断面図、第７図はコントロールユニットの回
路図、第８図は２名乗車での側面衝突時の挙動の説明図
、第９図は１名乗車での側面衝突時の挙動の説明図、第
１０図は第１変形例に係るコントロールユニットの第７
図相当図、第１１図は第２変形例に係るコントロールユ
ニットの第７図相当図、第１２図は別実施例に係る側突
用ユニットの第６図相当回である。
２・・ドア、 ４・４Ａ・・側突用エアバッグユニッ
ト、 ５・・フロントシート、 ７Ａ・７Ｂ・・シ
ートセンサ、 ９Ａ・９Ｂ・・第１衝撃検知センサ、
ＩＩＡ・ＩＩＢ・・第２衝撃検知センサ、 １４
・１４Ａ・１４Ｂ・・コントロールユニッｌ−５２３・
７３・・第２エアバッグ、２４・・第１エアバッグ、
３５・３６・・第１遅延回路、
７
８
・第２遅延回路、
３Ｂ
・後部バッグ部。
特
許
出
願
人
マツダ株式会社
第
６
図
第８図
第
図The drawings show an embodiment of the present invention, and FIG. 1 is a partial perspective view of the vehicle interior, FIG. 2 is a partially cutaway plan view of the automobile, FIG. 3 is a longitudinal sectional view of the automobile, and FIG. 4 is a partial perspective view of the vehicle interior. Figure 3 is a sectional view taken along the line IV-TV, Figure 5 is an exploded perspective view of the door, Figure 6 is a cross-sectional view of the vicinity of the side collision unit, Figure 7 is a circuit diagram of the control unit, and Figure 8 is a two person FIG. 9 is an explanatory diagram of the behavior at the time of a side collision when a passenger is riding. FIG. 9 is an explanatory diagram of the behavior at the time of a side collision when one person is on board.
FIG. 11 is a view equivalent to FIG. 7 of a control unit according to a second modification, and FIG. 12 is a view equivalent to FIG. 6 of a side collision unit according to another embodiment. 2.Door, 4.4A.Side impact airbag unit, 5.Front seat, 7A.7B.Seat sensor, 9A.9B.1st impact detection sensor.
IIA/IIB...Second impact detection sensor, 14
・14A・14B・・Control unit l-523・
73...Second airbag, 24...First airbag,
35, 36...First delay circuit, 7 8 - Second delay circuit, 3B - Rear bag section. Patent applicant Mazda Motor Corporation Figure 6 Figure 8 Figure
Claims (2)
する第１エアバッグ展開状態と第１エアバッグ展開状態
よりも大きい第２エアバッグ展開状態とを取り得るエア
バッグを備えた左右１対の側突用エアバッグユニットと
、 車体の左側及び右側への側面衝突を検知する衝撃検知セ
ンサと、 上記衝撃検知センサの出力を受けて少なくとも側面衝突
側のエアバッグを第１エアバッグ展開状態にまた側面衝
突側と反対側のエアバッグを第２エアバッグ展開状態に
する展開制御手段とを備えたことを特徴とする車体側部
への衝突エネルギ吸収装置。(1) Left and right sides equipped with airbags that can deploy a first airbag that inflates and deploys between the inside wall of the vehicle body and the occupant during a side collision, and a second airbag that is larger than the first airbag deployment state. A pair of side impact airbag units, an impact detection sensor that detects a side impact to the left and right sides of the vehicle body, and a first airbag deploying at least the airbag on the side impact side in response to the output of the impact detection sensor. A device for absorbing collision energy on a side of a vehicle body, further comprising a deployment control means for deploying an airbag on a side opposite to the side collision side to a second airbag deployment state.
開タイミングを第１エアバッグ展開状態の展開タイミン
グよりも所定時間遅延させる遅延手段を設けたことを特
徴とする第１請求項に記載の車体側部への衝突エネルギ
吸収装置。(2) The deployment control means is provided with a delay means for delaying the deployment timing of the second airbag deployment state by a predetermined period of time from the deployment timing of the first airbag deployment state. Collision energy absorption device for the side of the vehicle.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2074792A JP2889644B2 (en) | 1990-03-24 | 1990-03-24 | Device for absorbing collision energy to the side of the vehicle body |
| US07/666,870 US5072966A (en) | 1990-03-13 | 1991-03-08 | Energy absorbing structure for vehicle body side portion |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2074792A JP2889644B2 (en) | 1990-03-24 | 1990-03-24 | Device for absorbing collision energy to the side of the vehicle body |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH03276843A true JPH03276843A (en) | 1991-12-09 |
| JP2889644B2 JP2889644B2 (en) | 1999-05-10 |
Family
ID=13557502
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2074792A Expired - Fee Related JP2889644B2 (en) | 1990-03-13 | 1990-03-24 | Device for absorbing collision energy to the side of the vehicle body |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2889644B2 (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5348342A (en) * | 1992-04-10 | 1994-09-20 | Ab Volvo | Air bag system for side collision protection |
| US5375877A (en) * | 1992-11-04 | 1994-12-27 | Takata Corporation | Lateral collision detector |
| JPH07164996A (en) * | 1993-11-15 | 1995-06-27 | Trw Vehicle Safety Syst Inc | Means and method for restraining vehicle occupant for side impact |
| JPH07291083A (en) * | 1994-04-29 | 1995-11-07 | Ikeda Bussan Co Ltd | Air bag device |
| US5609358A (en) * | 1992-08-04 | 1997-03-11 | Toyota Jidosha Kabushiki Kaisha | Activation control system for vehicular air bags |
| JP2008195190A (en) * | 2007-02-13 | 2008-08-28 | Nippon Plast Co Ltd | Vehicular airbag device |
| JP2011031790A (en) * | 2009-08-04 | 2011-02-17 | Honda Motor Co Ltd | Assembling method for airbag device |
| US9193326B2 (en) | 2012-08-10 | 2015-11-24 | Toyota Jidosha Kabushiki Kaisha | Occupant protection device |
-
1990
- 1990-03-24 JP JP2074792A patent/JP2889644B2/en not_active Expired - Fee Related
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5348342A (en) * | 1992-04-10 | 1994-09-20 | Ab Volvo | Air bag system for side collision protection |
| US5609358A (en) * | 1992-08-04 | 1997-03-11 | Toyota Jidosha Kabushiki Kaisha | Activation control system for vehicular air bags |
| US5375877A (en) * | 1992-11-04 | 1994-12-27 | Takata Corporation | Lateral collision detector |
| JPH07164996A (en) * | 1993-11-15 | 1995-06-27 | Trw Vehicle Safety Syst Inc | Means and method for restraining vehicle occupant for side impact |
| JPH07291083A (en) * | 1994-04-29 | 1995-11-07 | Ikeda Bussan Co Ltd | Air bag device |
| JP2008195190A (en) * | 2007-02-13 | 2008-08-28 | Nippon Plast Co Ltd | Vehicular airbag device |
| JP2011031790A (en) * | 2009-08-04 | 2011-02-17 | Honda Motor Co Ltd | Assembling method for airbag device |
| US9193326B2 (en) | 2012-08-10 | 2015-11-24 | Toyota Jidosha Kabushiki Kaisha | Occupant protection device |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2889644B2 (en) | 1999-05-10 |
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| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |